Internal combustion engine



y 2, 1936. H. c. EDWARDS 2,040,300

7 INTERNAL COMBUSTION ENGINE Filed March 31, 1932 4 Sheets-Sheet l fiI SEBEET C Epwakzs.

INTERNAL COMBUSTION ENGINE Filed March 31, 1932 .4 Sheets-Sheet 2 U 9 I 7 10a 9:17 9 g; A 103 y H. CEDWARDS INTERNAL COMBUSTION ENGINE 0 4 Sheets-Sheet 5 Filed March 31, 1932 y 12,.1936- H. c. EDWARDS I 2,040,300

INTERNAL COMBUSTION ENGINE Filed March 31, 1932 4 Sheets-Sheet 4 11111111111111 I ll 1 ffiRE/EET 5. EDWEHUE.

Patented May 12, 1936 UNITED STATES PATENT OFFICE INTERNAL COMBUSTION ENGINE Application March 31,

8 Claims.

This invention relates to internal combustion engines and more particularly tomechanism for regulating the fuel charges introduced into engines of the Diesel type.

An object of the invention is to provide regulating mechanism for the fuel and air charges introduced into the cylinders of a Diesel type of engine which can be manipulated by the operator with little effort.

Another object of the invention is to provide a servo-control mechanism for assisting in the regulation of liquid fuel charges injected into the cylinders of Diesel type engines.

A further object of the invention is to provide 'valve control mechanism for the air admitted to the cylinders of an internal combustion engine which can be actuated with very little manual effort through the assistance of a servo-device.

Still another object of the invention is to provide a Diesel type of engine in which the quantity and timing of the fuel charges, and the temperature of air charges entering the cylinders is regulated through mechanism which includes a servodevice.

Another object of the invention resides in the provision of mechanism for a Diesel type of engine which can be regulated by a single manual operation to adjust the quantity of air introduced into the combustion chamber and the quantity and time of the introduction of fuel charges introduced into the combustion chamber.

Other objects of the invention will appear from the following description taken in connection with the drawings, which form a part of this i specification, and in which:

Fig. l is a rear elevational view, partly in section and broken away, of a radial Diesel type of engine with which my invention is associated;

Fig. 2 is a sectional view taken on line 2--2 of Fig. 3 showing the details of the servo-control device;

Fig. 3 is a sectional view through the servodevice taken on line 3-3 of Fig. 2;

Fig. 4 is another sectional view of the servodevice taken on line 4-4 of Fig. 2;

Fig. 5 is still another sectional view of the servo-device taken on line 55 of Fig. 2;

Fig. 6 is an elevational view of the servo-device;

Fig. '7 is a sectional view of theservo-device taken on line 11 of Fig. 2;

Fig. 8 is a longitudinal section of the plunger forming a part of the servo-device taken on line 88 of Fig. 4; r

Fig. 9 is another longitudinal section of the 1932, Serial No. 602,233

plunger of the servo-device taken on line 9-9 of Fi 4;

Fig. 10 is a fragmentary sectional view taken on line l[I-l0 of Fig. 1 illustrating a portion of the air valve regulating mechanism;

Fig. 11 is a fragmentary end view, partly in section, of one of the cylinders and the associated control mechanism for the air valve;

Fig. 12 is a sectional view of the nozzle portion of one of the injection devices associated with a fragment of a cylinder;

Fig. 13 is a sectional view of a fragment of the servo-device taken on line l3-l3 of Fig. 6;

Referring to the drawings wherein I have shown my invention associated with a radial type of Diesel engine, Ill indicates a drum-like crank case, having its rear end enclosed by a removable cover H, from which a plurality of cylinders 12 project radially. The cylinders are provided with oppositely disposed flanges, as indicated at l3, which rest against the flat portions of the outer surface of the crank case, and a pair of compression rings l4 encircle such flanges and secure the cylinders with the crank case.

The cylinders are each formed with an integral dome [5 upon each of which is fixed a head l6. Extending through the dome and head of each cylinder is a Venturi passage I! which is arranged to extend at an angle to the cylinder axis and tangentially of the inner wall thereof. Each of such passages provide both the air inlet and the exhaust outlet, and they each communicate at their outer end with a conduit l8 which extends transversely thereof and axially in the direction in which the engine moves in its travel when utilized as the power plant for an aeroplane. The passages are each controlled by a poppet valve IS, the stem portions of which extend into housings in the heads and are opened by suitable mechanisms extending through rotatable sleeves 20 and into the crank case where they are actuated by the cam 2|. A plurality of springs, as indicated at 22, serve to normally maintain the valves in closed position.

The engine illustrated is of the four cycle type, and the valves are maintained in open position during the exhaust and intake strokes of. the pistons, which are contained within the cylinders and connected with the crank shaft 23 in the usual manner, and in closed position during the compression and power strokes of the pistons.

At the forward end of each conduit I8 there is pivoted a valve 24 from which an arm 25 extends. Such arms have control rods 26 connected thereto which are actuated by levers 21 to open and close the valves. A spring-pressed abutment 28 is carried by each conduit and is associated with the valve thereof to normally retain the same in wide open position after being moved into such relation. The valves 24, as shown in Fig. 11, can be moved to wide open position or to a position closing the air inlet end of the conduits when moved to the position shown in dotted lines, and the valve can be regulated so that they will be located in any relation intermediate the two eX- treme positions mentioned. The levers 21 are formed as a part of the collars 29 which are fixed upon the rotatable sleeves 2i] and the position of the valves is adjusted through rotation of such sleeves.

In order to simultaneously regulate the valves 24, a ring 30 is arranged adjacent the sleeves 25 and is provided with arms 3!, one adjacent each sleeve, and such arms engage with an arm 32 projecting from collars 33 secured one to each of the sleeves. By rotating the ring 35 the sleeves will be rotated and the valves will be adjusted. This valve regulating mechanism is preferably associated to be actuated by and in a definite relation with the mechanism for regulating the volume in the liquid fuel charges which is injected in the cylinders. Brackets 34 are secured to the control ring 30 and engage with bosses on the crank case to guide and retain the ring in position with the engine.

An injection device is associated with each cylinder and as they are similar and include generally a nozzle section and a pump section, a description of one will suflice for all. The nozzle casing 35 is formed with a neck 36 upon which the pump'casing 31 is secured so that the injection device is an integral unit which can be attached or detached from its associated cylinder. An extension casing 38 is screwed into one end and a plug 39 is screwed into the other end of the nozzle casing. The casing extension is formed to extend into an opening 40 in the cylinder wall and flanges 4| extend therefrom and are secured to the cylinder by bolts 42, best shown in Fig. 1. Valves 43 extend through a passage formed axially' in the nozzle casing and extension, and the head of' the valve is arranged to co-operate with a flared outlet end of the nozzle extension passage. Spring retainer and bearing means is secured to the end of the valves within the passage in the nozzle casing and the valve is normally urged away from the axis of the cylinder by a spring 45. An adjustable stop member 45 extends through the plug 39 to limit the closing movement of the valve so that the circular edge of the head thereof will not strike the passage wall. The spring retainer is provided with axially extending passages 41 and the valve stem is provided with axially extending passages 48 so that fuel can travel from the passage 49, in the nozzle neck, through the outlet passage in the nozzle extension.

Within the pump casing 31 is seated a barrel 50 in which the pump plunger 5| is arranged to reciprocate, there being a guide 52 mounted in the nozzle casing, exteriorly of the barrel, with which an end of the plunger is connected and normally urging this guide and plunger in a direction away from the associated nozzle is a coil spring 53. The valve communicates with the passage 49 and a check valve 54 is arranged between the barrel and nozzle to prevent return of fuel from the nozzle back to the pump barrel. A circular housing 55 is wedged upon the pump casing and is secured by a nut 56, and radially extending ports 51 extend through the barrel and the pump casing and are in open communication with the space within the housing 55. A conduit section 58 connects each of the adjacent housings 55, and liquid fuel from a source of supply is maintained under low pressure in such conduit sections and housings so that when the plungers 5i uncover the ports 5'], fuel flows into the barrels maintaining them completely filled.

, Prior to closing the ports 51, movement of the plungers 5| toward the nozzles will force fuel back into the manifold housings 55 and conduit sections 58, whereupon the remaining fluid in the barrels will be trapped and displaced through the nozzles upon further movement of the plunger in the direction of the nozzle. The volume of the fuel charge delivered upon each stroke of the plunger depends upon the axial movement thereof after closing the ports 51, and it Will be understood that during the injection period the pressure upon the fluid in the nozzle will be extremely high and will force the valve head 44 toward the axis of the associated cylinder.

A bearing sleeve 59 extends through the crank case adjacent each cylinder and a section 60 of an articulated push rod is guided therein. An adjustable bolt 6| is associated with the outer end of each of the push rod sections 60 and engages with the plunger guide members 52. Pivotally associated with the push rod sections 60 is another section 62, and such sections bear against the free ends of rock levers 53 mounted upon pins 64 which are mounted in the crank case end wall I l and a diaphragm 65 within the crank case. The push rod bearing ends of the levers are curved normal to their axis of their pivots and adjustment of the push rod sections longitudinally of the rock levers along such curved surfaces will regulate the time at which ports 5'! are closed and the length of the stroke of the plungers after closing the ports. For simultaneously regulating the position of the push rod sections 62 on their curved bearing surfaces, there is a ring 66 which is carried by the diaphragm wall 65 through means of bolts 61 which extend through arcuate slots 68 in the ring and are screwed into the diaphragm wall. Links 69 connect the push rod sections 62 With the ring. Upon rotation of the ring, the push rod sections will be moved longitudinally of the curved surfaces at the free end of the rock levers to regulate the quantity of and the time at which fuel is projected from the nozzles by the plungers.

In order to rotate the ring 63, I fix a rack member 10 thereon and in mesh therewith is a gear on a yoke H mounted on a shaft 12.

.The cam 2i is arranged within the compartment, between the end wall I I and the diaphragm wall 65, into which the push rods extend and which also contains the control ring 65. This cam is provided with four similar lobes 13 which are arranged to engage with the rock levers 63. Reduction gearing is interposed between the crank shaft and the cam and consists of a gear 14 fixed to the crank shaft, another gear 15 meshing therewith and carried by the shaft 16 which is mounted in the end Wall, a gear T! which is also fixed to the shaft 76 and which meshes with the internal gear 18 formed on the cam. The engine illustrated is provided with nine cylinders and the gear reduction between the crank shaft and the cam is such that the cam is driven in an anticlockwise direction looking at the rear and at one-eighth crank shaft speed so that upon each two revolutions of the crank shaft each of the' rock levers 63 will be actuated to cause an injec-' tion from each of the nozzles associated-therewith.

ciated with the engine lubricating system. To this end, a cylinder is secured to thedia phragm 65 and is provided with an oil inlet port 8-! which is connected with the engine pressure lubricating systemby means of a conduit 02 provided in the cylinder supporting bracket83. The

engine lubricating system is arranged to leadinto I the passage 84 in the diaphragm, for example asshown in the patent to Lionel M. WOolson, 1,903,411, April 4, 1933, and an outlet is provided in the cylinder and opens directly into the crankcase. a

Within the cylinder is arranged a plunger element consisting of a central body portion 86 and two end portions 81 and 88, the end portion 88 being formed with a sleeve 89 which extends through the bearing at one end of the cylinder. Another sleeve 9I is arranged to telescope into the sleeve 89 and threaded therein is a shaft 92 which'extends into the cylinder and through the piston structure. has an extension 93, detaohably secured therewith, which is arranged to slide through a bearing 94 formed on one end of the cylinder. Within the last mentioned bearing is a packing ring which is compressed by a nut 98 screwed into the end of the bearing, such nut being hollow so that the shaft extension 93 can slide therein. The purpose of the shaft extension 93 and its arrangement with the packing is to provide resistance to free movement of the shaft 92 in the cylinder. The piston sections are secured together by a plurality of axially extending bolts, as indicated at 91. Each end of the central section 89 of the piston structure is formed with a pair of separate chambers which extend in a plane transversely to the piston axis, one of the chambers 98 at each end of the piston serves as an inlet while the other chamber 99, at each end of the piston, serves as an outlet. Extending in an axial direction through each of the end sections of the piston is a port which is arranged to establish open communication between the outlet chamber 99 and the end of the cylinder.

The piston end sections are also provided with Suitable rings, as indicated at I02, to prevent leakage around the cylinder engaging portion there-. of. The central section of the piston structure is formed with a pair of saw-cuts forming chambers I03 which extend into the periphery a short distance in spaced relation axially and which slightly overlie each other axially of the piston so that they each communicate with a longitudinally extending recess I04 formed in the central piston section and extending axially thereof, this recess being arranged so that it communicates with the outlet port 85 in the cylinder and chambers I03 being arranged so that they each communicate with an outlet chamber 99. The central portion of the piston isalsoformed with a similar pair of saw-cuts in the periphery thereof, opposite the saw-cuts I03, forming chambers I05 which are in spaced relation axially of the piston and in open communication with a recess I06 which extends in an axial direction along the peripheryof the central section of the piston. The recess 106 is arranged to register with the inlet portB l in'the cylinder,- and the chambers I05 The other end of this shaft 92 are in open communication with the chambers 98.

Valves, as indicated at I05, are arranged to co-operate with seats I0! in order to control the passage of fluid between the chambers 98 and I06, such valves extending in opposite directions. Another pair of valves I08 are arranged to cooperate with seats I09 formed in the central piston section in order to control flow of fluid between the outlet chambers I03 and 99.

The valve position is controlled by the rod 92 and on such rod '1 provide arms I I0 and I which are located in recesses formed in the piston so that they can reciprocate with the shaft 92. The arm H0 is provided with adjustable tappets H2 which are arranged to align with the ends of the pair of valves associated with the opposite end of the piston and the arm III carries adjustable tappets II3 which are arranged to align with the valve ends I08 and I06 for the other end of the piston structure. Surrounding each of the valve stem ends is a coil spring II4 which seats at one end against the piston and at the other end engages a retainer II5 fixed adjacent the end of each of the stems, such springs normally tending to move the valves into a closed position with their seats. The tappets are set close to the valve ends so that a very short movement of the rod and arms is required in order to open the valves and thus the valves are actuated by a short movement of the rod 9 I. In order that the rod 9| can be actuated to move the piston structure manually, I provide shoulders IIB with ,which the arms I-II and H2 engage upon a short movement of the rod 9I.

The outlet chamber 99 at each end of the piston structure communicates with the inlet chamber at the opposite endof the piston structure through means of axially extending passages I I! extending through the central piston section and surrounding two of the bolts 91.

A bearing I20 extends through the crank case I0 and is clamped to the crank case by a nut I'll. Projecting through the bearing is a sleeve I22 and carried by the sleeve is the shaft I2. To the outer end of the shaft is fixed an arm I24 having an end I25 to which suitable mechanism, as indicated at I25, can be fixed for rotating the arm remotely from the end. Both the shaft I23 and the sleeve 122 are freely rotatable relatively, and relative to the bearing I20. The yoke member II is formed'at one end with tongues I26 which extend into complementary recesses in the inner end of the sleeve I22.

The shaft 92 is threaded into the sleeve 9I and projects beyond the end thereof, such sleeve being also telescoped within the sleeve 89 and projecting beyond its end. A pin I2: extends through the projecting end of the sleeve 95 and pivotally mounted on such pin is a link I28. The other end of this link extends between the arms of a yoke I29, which is pressed onto the end of shaft 12, and the link I28 and yoke I29 are pivotally connected by the pin I39. The arms of the yoke II have pivot members I3! extending therethrough and pivotally mounted on such pivot members is a U-shaped link I32. Threaded upon the projecting end of the sleeve 89 is an extension 133 pivoted on the pins I3I carried by one end of the sides of the link I32. The other end of the sides of the arms of the link I32 are mounted upon pins which are fixed to arms I36 projecting from the gear segment yoke I I.

' The arm I24 is arranged with relation to the engine so that the forward or rearward movement of the extended operating mechanism as- 12. 'Such movement of the shaft I2 will rotate therewith the yoke I29'which in turn will impart movement. to the link I28 which is-transmitted through the pin I21 to reciprocate the sleeve 9I, and as this sleeve is fixed to the shaft 92, the arms I I0 and I I I will be moved in an axial direction in the cylinder 80.

When the shaft 92 is moved toward the bottom end of the cylinder, as shown in Figs. 2 and '7, the tappets II2 on the arm IIO will engage the stem ends of the valves I06 and I 08 at the upper end of the piston and will move them toward the bottom end of the cylinder establishing communication between the lower inlet chamber I05 and the adjacent chamber 98. Oil from the pressure lubricating system will thus be free to move through the port 8| in the cylinder, the open inlet chamber I05 and into the chamber 98. Such oil flow passes from the chamber 98 axially of the piston through the port II! and into the upper exhaust chamber 99 from which it flows through the port I00 into the upper end of the cylinder and thereby exerts a downward pressure against the piston causing it to move with the rod 9| toward the bottom of the cylinder. While the lower inlet valve I06 is thus held open, the outlet valve at the lower end of the piston is also held open and fluid in the bottom end of the cylinder can flow through the port IOI and the outlet chambers 99 and I03 and thence into the recess I04 and through the outlet port in the cylinder. The outlet port 85 opens directly into the crank case and the oil drops to' the bottom thereof along with that which has escaped from the bearings within the crank case and is recirculated in the lubricating system in the usual manner. The port 8I is always in open communication with the lubricating system through conduit means previoush described so that whenever either one of the inlet valves I06 is open, oil from the lubricating system is free to flow into one or the other end of the cylinder because the inlet passages I05 are always in communication with the port 8| through the axially extending recess I06 formed in the periphery of the piston. The exhaust port 85 is always in open communication with the outlet chambers I93 even though they are in difierent axial planes for the reason that there is a space between the cylinder wall and the chambers I03 formed by the recess I04 and whenever the valves I08 are open, there will be a flow from one end or the other of the cylinder through the port 85.

Upward movement of the shaft 92 will open the valves at the upper end of the piston and similar flow of fluid will pass through the cylinder and the piston structure in a similar but reverse manner as that just previously described. In this manner, rotation of the shaft I2 will take only sufficient energy to move the arm IIO or III into a relation opening the adjacent valves, whereupon there will be a corresponding movement of the piston effected by the lubricating system so that very little manual effort is required in order to move the piston within the cylinder. Friction of the bearing member against the shaft extension 93 is sufficient to take up lost motion in the mechanism and to prevent creeping thereof. The tappets H2 and H3 are adjusted so that very little movement of the bars H0 and III is required in order to open the associated valves which also tends to decrease the amount of manual effort required before the hydraulic or servo-action takes place.

sociated therewith will cause rotation of the shaft When starting the engine, there is of course no pressure in the lubricating system and hand operation of the mechanism is resisted by the high vacuum in the cylinder. In order to overcome this resistance to manual operation of the mechanism, I provide the passage I40 which extends substantially normal to and in communication with the passage 82 in the supporting bracket 83, and into the outer end of this passage I40 I provide an air inlet cap I4I. A one way ball valve I42 is arranged within the inlet member MI and is normally held to close the port I43 by means of a spring I44. When there is pressure in the passage 82, it will maintain the valve I42 in closed position so that there can be no entrance of air, but when there is a vacuum in the cylinder, then air is free to flow into the cylinder and thereby reduces the vacuum so that vacuum resistance to manual operation is substantially reduced.

As the sleeve 89 is formed as an integral part of an end section of the piston, it will reciprocate with the piston and in so doing will impart similar movement to the yoke extension I33 and through means of the pins I3I, this motion being transmitted to the link I32 which transmits rotation to the gear segment yoke II through the pin Rotation of the gear yoke II- is imparted to the rack 10 which is fixed to the connections I35.

ring 66 and is also imparted to the sleeve I22 through means of the association of tongues I26 with the recesses in the sleeve.

It will thus be seen that the sleeve I22 and the ring 66 are both responsive to reciprocatory movement of the piston. As previously described, rotation of the ring 66 through means of the links 69 will change the position of the push rod sections 62 longitudinally on the curved surface of the rock levers 63 so that the strokes imparted thereby to the pistons 5|, when actuated by the cam, are adjusted. The rock levers are raised and lowered the same distance at all times by the cam I3 and adjustment of the push rod sections 62 along the surfaces of the rock levers toward and away from the rock lever pivots will vary the length of the stroke of the push rods. When the push rod sections are nearest the pivots 64, then the stroke imparted to the plungers 5I will be shortest and, when the push rod sections are nearest the free end of the rock levers, then the stroke imparted to the plungers 5| will be the longest. In this manner, the axial movement of the plungers after closing the ports 51 determines the fuel quantity delivered from the nozzles into the'cylinders and, when the stroke is shortest, then the ports 57 will not be closed and, under such circumstances, the engine will not operate as there is no fuel delivered. As the stroke of the plungers is increased, then the time at which they close the ports 51 is advanced and vice versa so that the time at which fuel is delivered intothe combustion chambers and the quantity thereof are regulated simultaneously by the adjustment of the push rod sections 62 upon rotation of the ring 66 and the movement of the connecting links 69.

As shown in Fig. l, the push rod sections 62 are at one extreme of their adjustment and in such position the pumps operated thereby will inject maximum fuel charges. When the ring 66 is in a position to place the push rod sections 62 in relation with the rock levers 63, as shown in Fig. 1, the piston Will be in one extreme position within the cylinder, as shown in Fig. 2, and when the ring 66 is moved to lock the push rods 62 in scribed, the arm [41 .is formed with a slot 146 so the other extreme position on rock levers 63, then the piston'in theeylinder mustbe. at the lower end of the cylinder, as shown in Fig. 7, It therefore. follows that in order to move the ring in a direction to increase the fuel quantity, then it is necessary to open the valves seated at the upper end of the piston, as shown in Fig. 7, and when it is desired to reduce the quantity of fuel delivered in the charges, then the rod 92 must be moved in a direction to open the valves at the lower end of the piston or the bottom valves, shown in Fig. 2. When the manual efiort exerted against the arm I24 ceases, the valve springs will close the valves which have been held open by the manual efiort and the piston will remain stationary at such point. inthe cylinder so that, in this way, any desired adjustment is maintained as there can be no flow through the piston because the valves at. both ends thereof are closed.

Occasionally in the operation of an engine of this type, it is desirable to move the fuel charge regulating ring 66 faster than the servo-mechanism will. operate and, under such circumstances, the fast movement of the rod 92 will cause the one or the other of the bars H0 or H l to engage against the adjacent shoulder ll6 formed of the piston structure, depending upon the direction of the shaft movement,'and such engagement will allow the piston to be moved manually as quickly as may be desired. It will therefore be seen that in case of emergency or when desired, the fuel adjusting ring 66 and the mechanism associated therewith can be operated entirely by hand.

As previously related, the sleeve I22 is rotated with the gear segment yoke H, and carried by the outer end of the sleeve is a roller I45 which is located to engage in a recess I46 formed in an arm Ml fixed to one of the push rod housings 20. The arm 32' on each of the push rod sleeves 20 has a ball shaped end I49 'engaged in a socket formed in the associated arm 3| fixed to the ring 30. On each of the sleeves 20 there is also fixed the arm 21, previously described, for operating the associated arm 26 and valve 24. It will therefore be seen that rotation of the sleeve l22 will rock the roller I45 which engages with the arm I41 and rotates the associated push rod sleeve 20 so that the arm 32 associated therewith will give the ring rotational movement and thus rotate all of the other push rod sleeves 20 uniformly and simultaneously.

The purpose of the valves 24 is tocontrol the quantity of air flowing into the engine from atmosphere as Diesel engines. have certain characteristics where it is desirable to regulate the quantity of fresh air in a definite way relative to the amount of fuel being delivered in the charges. For example, when the engine is cold in starting up it is more desirable that very little fresh air be drawn into the cylinders because it tends to lower the temperature and as temperature is relied upon for ignition these valves being closed, or nearly so, assist in quick starting. Likewise when an engine is utilized as a power plant of an aeroplane, the fuel supply is normally reduced to an idling condition when the aeroplane is gliding and under such circumstances only a very small quantity of fresh air can be drawn into the cylinders, or otherwise the temperature of the air tends to chill the cylinders and causes stalling. In order, therefore, that the valves may be regulated as most desirable for the operation of Diesel engines of the class delikewise be reduced and vice versa.-

full lines in Fig. 11.

that the association therewith of the roller I45 in its rotation will cause the valves to be substantially closed under 600 R. P. M. and to quickly move the valves to wide open position at substantially 1400 R. P. M. The shape of the recess can be formed to produce different valve opening and closing conditions as are most desirable, but the operation specified above has been selected by way of illustration because the engine herein described idles below 600 R. P. M. and rotates at a sufiicient speed to maintain flight of an aeroplane above 1400 R. P. M. Between 600 and 1400 engine R. P. M. the air valves will be gradually opened or closed simultaneously with and in accordance with the regulation of the quantity of fuel in the charges and the time at which such charges are delivered into the combustion chambers; Thus it will be seen that within a predetermined range of adjustment the mechanism can be manually controlled to simultaneously regulate the air and fuel quantity in the charges and the time at which the same is injected "into the engine combustion chambers so that, as

the quantity is reduced and the timing retarded, the air quantity flowing into the cylinders will When the roller I45 i's in engagement with the face I50 forming one end of the recess, the valves -will be in the position shown in dotted lines in 'end of their range and a slower movement during the middle portion of their range of movement and thus the valves will move quickly immediately upon leaving or approaching closed or wide open position.

The mechanism-herein described is of a servocharacter and therefore very little manual effort is required to simultaneously control the volume and timing of the fuel charges injected into the cylinders and the position of the air inlet valves at the entrance end of the conduits l8. The control mechanism described is compact and sensitive and, in addition, it can be actuated manually at will.

Although the invention has been described in connection with a specific embodiment, the principles involved are susceptible of numerous other applications which will readily occur to persons skilled in the art. The invention is therefore to be limited only as indicated by the scope of the appended claims.

What I claim is:

1. In an internal combustion engine in which fuel and air charges are regulated by separate control mechanisms, means for actuating said mechanisms comprising a physically rotatable shaft, a sleeve rotatably mounted on said shaft and connected to regulate said air charge control mechanism, a rotatably mounted yoke connected to regulate said fuel charge control mechanism, a driving connection between said sleeve and said yoke, and a driving connection between said shaft and said yoke.

, 2. In an internal combustion engine in which fuel and air charges are regulated by separate control mechanisms, means for actuating said 'mechanisms comprising a physically operable shaft, a sleeve rotatable on said shaft connected to actuate said air regulating mechanism, a servomotor connected to be controlled by said shaft, a 'yoke connected to actuate said fuel control mechanism, said yoke being connected in driving reservo-motor with said yoke.

4. In an internal combustion engine, mechanism for simultaneously adjusting injection devices to regulate fuel charges introduced into a plurality of cylinders, a physically rotatable shaft, a rotatably mounted yoke connected in driving relation with said adjusting mechanism, and mechanism including a servo-motor connecting said shaft in operative relation with said yoke.

5. In an internal combustion engine, mechanism for simultaneously adjusting valves to regulate air charges introduced into a plurality of cylinders, a physically rotatable shaft, a sleeve rotatably mounted on said shaft and connected in driving relation with said valve adjusting -mechanism, an element connected in driving relation With said sleeve, and a driving connection from said shaft to said element including a servomotor;

6. In an internal combustion engine having a ring within the crank case for simultaneously regulatingjthe effective stroke of fuel injection devices and a ring exterior of the crank case for simultaneously regulating a plurality of air charged control valves, regulating mechanism for case between said shaft and said element ineluding a servo-motor.

'7. In an internal combustion engine, mecha nism for simultaneously adjusting valves to regulate air charges introduced into a plurality of cylinders, a physically rotatable shaft, a sleeve rotatably mounted on said shaft, a lost motion connection between said sleeve and said valve adjusting' mechanism, an element rotatably mounted 'on said shaft in driving relation with said sleeve,

and a driving connection from said shaft to said T "element including a servo-motor.

8. In an internal combustion engine in which the air charges are regulated by separate control mechanisms, means for actuating said mechanisms comprising a physically rotatable shaft, a sleeve rotatably mounted on said shaft and connected to regulate said air charge control mechanism, a rotatably mounted element in driving relation with said sleeve and connected to regulate said fuel charge control mechanism, a servo-motor having a stationary part and control and actuator elements, a connection between said shaft and said servo-motor control element, and a connection between said servo-motor actuator element and said rotatable element connected with the mechanism for regulating the fuel charges.

HERBERT C. EDWARDS. 

